Block-signal system.



' J. D. NIX. BLOCK SIGNAL SYSTEM. APPLIGATION ITLED SEPT. 11, 1908.

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J. 1). NIX. BLOCK SIGNAL SYSTEM. APPLICATION FILED SEPT. 11, 1908.

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Patented 0017. 26, 1909 4 SHEETSSHEET 2 WITNESSES ATTORNEYS J. 1); NIX. BLOCK SIGNAL SYSTEM.

APPLICATION FILED SEPT. 11, 1908.

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A TTOHNE Y8 J. D. NIX. BLOCK SIGNAL SYSTEM. APPLICATION IILBDSEPT. 11, 1908.

938,33 1 Patented Oct. 26, 1909.

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BY -2 Z A TTOHNE YS Unirnn s'ra'rns Parana? onnion.

JOHN DAY NIX, 0F FERRIDAY, LOUISIANA, ASSIGNOR OF ONE-FOURTH TO LEW'IS M. DALGARN, 0F NATCHEZ, MISSISSIPPI.

BLOCK-SIGNAL SYSTEM.

Specification of Letters Patent.

Application filed September 11, 1908. Serial No. 52,545.=

To all whom it may concern:

Be it known that L J OHN DAY NIX, a citizen' of the United States, and a-resident of Ferriday, in the parish of Concordia and State of Louisiana, have made certain new and useful Improvements in Block-Signaling Systems, of .which the following'is a specification.

'. M invention relatesgtoimprovements in safety devices for use kinlocomotives for the prevention of accidents, and it consists in the constructions, combinations and arrangements herein described andclaimed.

An object ofiny invention is to provide means on each engine for shutting oii thesteam and at the same time applying the brake. and brake setting means either by steam or compressed air assv ill readily appear from the following description.

My invention is "llustrated in the accompanying drawings in which- Figure 1 is a diagrammatic View showing two engines equipped with my safety devices approaching each other the same block;

Fig. 2 is a diagrammatic plan view showing the operation of the actuating circuits; Fig. 3 is a detail view showing thetrolley wheels and their engaging brushes; Fig. 4 is a plan view of the means for continuing the trolley ires past the track crossing; Fig. 5 is a 2- plan view of a. railroad track showing a plurality of blocks equipped with my apparatus; Fig. (3 is a perspective view showing the reversing mechanism for the trolley brushes; Fig. 7 is a sectional detail view showing the brake' operating mechanismin normal position; Fig. 8 is a sectional view of the throttle controlling mechanism in normal position; Fig. 9 1s a perspective view of the throttlelever; Fig. 10 is a perspective view of the brake lever; Fig. 11 is a sectional View showing the valvcopen for actuating the brake mechanism; Fig. 12 is a sectional View showing the throttle lever in its closed position; Fig. 13 is a sectional I may operate the throttle closing.

View showing the means of supporting the trolley wires.

Patented Oct. 26, 1969.

Referring now to Fig. 1, I have shown therein diagrammatically two engines A and B, going in the direction indicated by the "arrows, the engine A being provided with a dynamo D and a motor Me, and B being provided with a similar dynamo D and motor vM. The dynamos are such as are ordinarilyiused for the production of the electric lights; for the head lights ofv the engines and] are usually run by rotary engines directly connected with the dynamo shaft. ,The motors are placed in a convenient position in the cab of the engine for operating the safety devices in the manner hereinafter described. Arranged along either side of the track are the trolley wires- T and W. These consist of a series of in sulated strands which are arranged on. either side of the track and which extend the entire length of one block as shown in Fig. 5. In

the standards E and F which are attached to the ties G in the manner clearly shown in- Fig. 13. The standard E is a spring standard and is provided with a saddle c t the upper end thereof arranged to receive a trolley wire, while thestiandard F. is a rigid standard and is provided at its upper end with a pulley H over which the end of the trolley wire is stretched. The downwardly turned end of the trolley wire is secured to a Weight I which is adapted for vertical move-- ment in a pointed pipe J which is driven into the ground. The weight I has its exterior surface of insulated. material so that there is no electrical connection with the trolley and the ground The standard E is made of spring metal so that when the trolley wheel suddenly comes upon the trolley wire the standard gives slightly and re-assumes its position after the wheel has passed by. The trolley wheels K and K are carried on the front guide wheels of the engine in the manner clearly shown in Fig. 3. These trolley wheels are, of course, insulated from'the guide wheels and also from the shaft. These wheels are grooved as shown in the figure to permit the entrance of the trolley wires and they are adapted to he placed into electrical relation with the v at itstop to a link are connected is clearly shown in Fig. 6.

It will be seen that the brushes are located on v acommon rock-shaft 1, to which is attached an upright'lever 2 the latter being pivoted 3 controlled by a hand leV er 4 in the cab of the engine. The hand lever is ar'a'nged to be set in one of three positions, a forward, a center and a back position. In the first position the brushes (1, 05' will be in contact with the trolley wheels K and K respectively. In the central position neither of the brushes will be in contact with the trolley wheels and in the back position the rear brushes f, f will engage the trolley wheels K and K respectively. The purpose of this arrangement is to .provide means for readily connecting the motor or dynamo of the engine with the right or left hand trolley wire at will.

Referring now to Fig. 2, it will be seen that with the engines approaching each other in the same block in the direction indicated by the arrow and the levers 4: thrown forward in the direction indicated in Fig. 1,

the dynamo l) of engine A will be connected with-the wire IV on one side through the trolley K and on the other side to the ground through the axle of the car of the engine. The motor M is connected similarly to the wire '1 by means of the trolley.

K and to the ground through the axle of the engine. In order to make a return circuit the rails are preferably connected together by conductors at their ends in the manner of an ordinary electric railway. The dynamo D and the motor M of the on-coming engine B is connected in a similar manner but being reversed, the dynamo would be connected to the Wire T while the motor would be connected to ,the wire WV. If now the two engines are in the same block with their dynamos running, it will be apparent that the dynamo of one engine will set the motor running in the other one. Take for instance, the dynamo of the engine A, the current will liow from the dynamo to the trolley wheel K" thence by the wire \V to the trolley wheel K of the engine 13, thence through the motor M" .and through its grounded connection back to the dynamo on the other engine.- lhe same thing will occur with the current from the dynamo 1), thereby operating the motor M. It will be observed that this will not take place unless the engines are-in the same block iecause of the interruptions of the circuitv at the ends of the block. When an engine is being backed up, or when the engineer is aware that a-train is on the track -close ahead of him, he may shift. the connections of the motor and dynamo to the opposite trolley wire by. means of the lever .t in the manner already explained. This will connect the dynamo of the preceding engine with the motor of the one following so that when the trains come into the same block the motor of the rear train will be set in motion.

'lheforegoing explanation of the electrical 'circuits will be sufiicient for an understanding of the remaining operating mechanism which constitutes the principal part of my invention. In Figs. 7 to 12 inclusiveI have shown mechanism for shutting off the steam for operating the brake when the motor of the engine is operated in the manner heretofore described.

Referring now to. Fig. 7 I have shown therein a cylinder 10 provided with a piston 11 and piston rod 12. At one end of the cylinder is an inlet controlled by a valve 13 which may be operated by the motor 'M whenever the latter is energized. The motor 'M is provided with a shaft 412- which is hollow and internally threaded as shown in the figure. Passing through the hollow shaft is the valve stem 1% which is provided witha screw-threaded enlargement- 15 ar- 'anged to coact with the hollow shaft m, for movin the valve stem. The valve stem is guided 111 its movement by the guides 16 on a standard 17 at one end and at the other end by the valve casinglS. \Vhen the motor is actuated the hollow shaft in revolving causes the valve stem to be moved Ollhfi'ill'dl) through the engagement of the shaft with the enlargement 15 on the stem. As the motor continues to revolve the enlargement. 15 of the valve stem is forced out of engagement with the shaft and immediately springs away from'thesame due to the action of the spring 19 thus opening the valve 18 to its fullest extent. The pipe 20 is designed to permit the entrance either of steam or compressed air, the mechanism being adapted for actuation by either of these media. IVhen the valve 13 is open the steam enters the cylinder 10 and causes the piston 11 to be forced in the direction indicated by the arrow, at the same time the whistle 21 sounds an alarm. The piston rod 12 is provided with a slot 12 and a roller 22 is journalcd in one end thereof. The brake lever 23 passes through the slot 12 as is clearly shown in Fig. 10, and is secured to the brake valve rod 24. As the piston 11 is forced to the end of the cylinder the roller 22 engages the edge of the brake lever 23 and turns the latter, thereby opening-the air-valve by means of the rod 24 and setting the brake. At the same time the steam or hot air also passes through the pipe 25 and into one end of he cylinder 26. It will be noted that Fig. 8 is drawn on a smaller scale than Fig. 7 and that ordinarily the throttle valve mechanism would be located above the brake mechanism instead 01 ielow it. The piston rod extending through both ends of the cylinder is provided wlth stufling boxes of the ordinary type. The two portions of therod -I have designated as 28 and 28. The rod .28 is forked as shown in Fig. Q'and is provided with a roller 29 which is journaled between the forked ends.

The throttle lever 30'is pivoted on the frame 31rand is pro- ..vided with the usual slotted are 32 for hold- ,ing' the leverin its various positions. The

locking mechanism for the lever consists of .jg'jthe hand-lever'33 which is'pivoted at 34 uponthe throttle lever 30 and is connected the throttle lever.

by-means'sof the pivot link 35 to'a sliding "locking member 35 arranged to enter one of the slots 37 in the arc.

.15a-provided with an extension 36 which is slot- 7 The lever 33 is ted for permitting the passage of the throttle, thus providing a construction in opposite end of the cylinder 26 and through ..a guide member 41 on the rear end of the cylinder which is provided with a spring 42. When the steam enters'the pipe 'tl18 piston 2'Z' moves the rod forward and the move- -zment of the rod 28 causes the roller 29 to engage the extension36 of the lever 33 there by withdrawing the locking pin 35. On a further movement of the rod 28 and the extension 36 engaged by its roller, the lever 30 will be moved thereby operating the valve stem 38 and closing the throttle.

It will be observed that the action of the two pistons 11 and 27 are practically simultaneous since the steam is admitted into the cylinder 10 and the cylinder 26 simultaneously by the opening of the valve 13. Now when the guide rod 43 which is attached to the piston 11 engages the upturned end 44 of the sliding valve stem'45 of the valve 46, the latter is opened thereby providing an exhaust 47 for the steam and thus bringing .the piston 11 to a stop. Before this hashappened, however, the arm 48 onthe threaded enlargement 15 of the valve stem 14 in springing away from the hollow shaft, m has-engaged the spring contact 49 on the standard17 and forced it.;away' from its anvil thereby breaking the motor eircuit, thusfs'topping-the motor and at same timeiextinguishing the lamp 50 which is a danger-signal lamp, that was caused to glow the moment current came to the motor. The

. brake actuating mechanism and the throttle v'alve operating mechanism are now in the positions shown in Figs. 11 and 12. The po- 'sition of the throttle lever may be regulated by means of the adjustable stopmembers 51 attached to the piston 27 and arranged to, engage the rear end of the cylinder The operation of the valve closing and brake setting mechanism as described causes the stopping of the train. In order to set the brake. actuating devices I have provided the lever 52 which is'pivoted at 53 to the link 54 which is in turn pivoted to an upright extension of the standard.17. The lever 52 is pivoted at its central part to the head 55 of. the valve stem 14 so that when the lever is'pushed inwardly in the direction indicated by the arrow in Fig. 11, the valve stem and itseenlar ement 15 may be moved toward the hollow shaft m. The latter is provided with a hand Wheel 56 which may now be turned while pressure is applied to the lever 52. Thus the threaded enlargement 15 again engages the internally threaded shaft m through the turning of the hand wheel The valve 13 may be again closed thereby shutting off the-steam or compressed air.

The steam in the cylinder 26- may be released by means of a stop-cock 57, whenthe piston 27 will immediately be forced to the other end of the cylinder and the brake actuating mechanism and the throttle valve actuating mechanism will be restored to the normal position. The brake lever and the throttle lever will remain in their closed positions until moved again by the engineer. The mechanism which Ihave provided enables these parts to be freely moved under normal conditions without interference from or interference with the automatic safety devices heretofore described, but it will be seen that these devices will be actuated in the manner described when two trains approach each other in the same block.

In Fig. 4 I have shown means by which the trolley wires may be placed out of danger These means consist in the provision of a.

metal tube preferably of iron which may be buried asuitable' distance beneath the track and through which the-trolley wire may .be carried. The portion of 'theftroll-ey wire in the track is, of course, preferablyinsulated.

It will be understood that the steam cylinders and the valve casings are provided with suitable stuffing boxes to prevent the loss of;

jsteam orcompressed air. v

I am aware that other ,modifications of the herein described apparatus based upon the same general idea might be, made, but I consider as my own and desire to claim all such modifications as .clearly fall within the spirit and scope of the invention.

1 claim:

1. In a block signaling system, .atrack provided with insulated trolley sections? on each side thereof constituting blocks, in

combination with engines, each provided with -a enerator and a motor, a valve controlled ysttifl"'motor, means for automat said valve irom said of injury at the crossmg of two tracks. i

motor While the latter is being operatedand means for causing the operation of the motor of an engine by the current from the generator of an approaching engine in the same block.

2. In a block si naling system, a track provided with insu ated trolleysections on each side thereof constituting blocks, in combination with. engines each provided with a generator and a motor, a valve operated'by the shaft of said motor, means for disconnecting said valve from said motor shaft throttle lever operating mechanism, brake setting mechanism controlled simultaneously by said valve'and means for stopping said'motor after the actuation of said valve. I

3. In a block signaling system, an engine provided with a dynamo and a motor, a valve, a valve stem arranged to be engaged by the shaft of said motor to open said valve, a pair of cylinders controlled by said valve,

.a piston in said cylinders provided withpis ton rods, a brake lever controlled by one of the piston rods and a, throttle lever controlled by the other of said piston rods.

4. In a block signaling system, a track, a series of insulated trolley sections on each side thereof, in combination Withengines,

each provided with a dynamo and a motor,

the latter having a hollow shaft, a valve stem extending through said hollow shaft and provided with a threaded enlargement arranged to engage said shaft for longi tudinal movement thereof, means for actuating the motor by current from the dynamo of an approaching engine in the same block, a pair of cylinders provided with pistons arranged tobe actuated through the opening of said valve, a throttle lever normally locked'and adapted to be unlocked and to be moved by the piston rod of one of said pistons, a brake lever arranged to be moved by the piston rod of the otherpiston, and

an exhaust valve for the brake operating 1 cylinder arranged to be opened after the cylinder has completed its stroke.

5. In a block signaling system, an engine provided with a throttle lever and a brake lever, a motor'having a hollow threaded shaft,- a valve stem arranged to project through said hollow shaft and provided with a threaded enlargement adapted to engage said shaft, an arm on said enlargement, a spring. surrounding one end of said valve stem and arranged to bear on the head thereof, a standard for said valve stem, and a circuit breaker mounted on said guide stem and arranged to be actuated by the arm on said enlargement.

JOHN-DAY NIX.

' lVitnesses: v

Jon'N DALE, SAM FIESHMAN. 

